The term "Part-containership" is used to cover the broad spectrum of ships which have the capacity to carry a mixed cargo of both containers and break bulk. Although these ships had been in use since containers were first introduced, their tonnage growth was to be significant from 1973 onwards, when it was comparable to that of the fully cellular fleet during its peak growth period five years earlier. This part-containership growth was accompanied by a trend towards larger ships, but despite new buildings and designs there is still a substantial fleet of general cargo ships, many of which may have amortized their capital charges by the mid 1980's and should therefore be able to compete with more modern ships on the basis of their running costs. A broad spectrum of ship types will therefore continue trading in general break bulk cargoes. Taking the fleet as a whole the proportion of containers to cargo carried could rise to between 30% and 40%, and this has important implications for terminal design. For fully cellular services to attain the economies of which they are capable, turn-round time in port must be as brief as possible. Whilst a standard design general cargo vessel having limited cargo handling facilities is less expensive than a modern deep sea fully cellular vessel, a fleet of such ships nevertheless represents a significant investment by the owner, and a short turn-round time is again important. The nature of the commodity mix of containers and break bulk cargoes on part-containerships is such that improvements in turn-round time can be achieved, but this cannot compare with that of fully cellular vessels. The question of craneage provision is therefore an important one, and must be considered in relation to the lines to be served. The traditional methods of handling containers and break bulk cargoes are unlikely to be compatible within the same terminal area on the grounds of safety, and the size of the terminal behind the quay must take into account the cargo mode mix. Efficient handling of ships and their cargoes can best be achieved by aiming for economies of scale, backed by a systems approach to operating multi-berth terminals. This requires considerable investment by the port industry, which will be reflected in the charges raised.

  • Corporate Authors:

    National Ports Council

    Commonwealth House, 1-19 New Oxford Street
    London WC1A 1DZ,   England 
  • Authors:
    • Conway, C J
  • Publication Date: 1980-3

Media Info

Subject/Index Terms

Filing Info

  • Accession Number: 00319019
  • Record Type: Publication
  • Source Agency: International Cargo Handling Coordination Assn
  • Files: TRIS
  • Created Date: Oct 8 1980 12:00AM